Railroad-buffer construction.



P. RAWIE.

BAEROAD BUFFER CONSTRUCTION. uPLIoATIon FILED rBB.a,1s1o.

Patent-.ed May 2, 1911.

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F. RAWIB.l BAIL-BOLD -BUFFER ONSTBUGTION.

APPLIOATIUH FILED PEB. 3, 1910.

Patented may 2, 1911.

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F. RAWIE.

RAILROAD BUFFER CONSTRUCTION. ArPLIoA'rxou FILED H1B. a. 1910.

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FRANZ RAWIE, 0F OSN'ABRCK-SCHINKEL, GERMANY.

RAILROAD-BUFFER CONSTRUCTION.

Specification of Letters Patent.

Patented May 2, 1911.

Application filed February 3, 1910. serial No. 541,789.

To all 'whom 'it may concern:

Be it known that I, FRANZ RAWIE, a citizen of the German Empire, and resident of Osnabrck-Schinkel, Germany, have invented certain new and useful Improve ments in and Relating to Railroad-Buffer Constructions, of which the following is specification.

My invention relates to a form of railroad-buer constructions in which the buffer is adapted to make a sliding movement under the impact of the rolling-stock.

The invention consists in such a construction of the said kind of buffer that the buffer is adapted to take up the impact of the rolling-stock even if the latter is very heavy and meets the buff er with considerable speed, the buffer preventing damaging of the railroadetrack and its operation being secured against being affected by atmospheric influences.

The new buffer construction is illustrated on the accompanying drawings forming part of this specification.

The drawings show two embodiments of the invention. The preferred embodiment being shown in Figures 1 to 6 whereas Figs. 7 to 10 show a further embodiment of a more simple type. Fig. 1 shows a longitudinal section through a buffer construction in accordance with the invention. Fig. 2 is a plan of a fragment of the construction shown in Fig. 1. Figs. 3 and 4 are sectional views on the lines 3 3 of Fig. 1 and 4-4 of Fig. 2 respectively. Figs. 5 and 6 show in longitudinal section and in plan fragments of the buffer construction the elements being represented in a position different from that represented in Figs. 1 and 2. Fig. 7 is a longitudinal section through the second embodiment of the buffer construction on the line 7 7 of Fig. 8. Fig. 8 is a plan of a fragment of the construction shown in Fig.

*7. Fig. 9 is a longitudinal section corresponding to Fig. 7, the buffer elements being however shown in a position different from that shown in Figs. 7 and 8. Fig. 10 is a sectional view on the line 10ml() of Fig. 7.

Referring more particularly to Figs. 1 to 6 of the drawings the numeral 1 designates the buffer proper and some braces connected thereto. 2 designates a beam or girder con nected to the buffer proper by the said braces. 3 and 4 designate rail supporting members in rm connection with the girder 2. The rail supporting members 3 and 4 are connected with each other on their bottom side by strips or bands 5. 6 designates sleepers arranged between the rail supporting members 3 and 4 without firm connection with said supporting members. 7 designates cross-bars provided with guiding pieces 8, 9 and 10 for the girder 2 and the rails 1l in order to secure the correct distance of said constructional parts during the sliding movement of the buffer. 12 designates bars liXed to the buffer supporting member 4 which are substantially parallel to the rails and which overlap a plurality of sleepers 13, said bars 12 being provided with eXtensions of different widths. The extensions 15 of the bars 12 are so arranged that same are adapted to pass through cut outs 16 of a number of the sleepers 13. The width of the extensions 15 increases with increasing distance from the buffer proper. The buffer supporting members 3, 4 and the sleepers 6, 13 are supported on a bed 17 forming the bottom of a guide-way 18, the lateral surfaces of said guide-way 18 forming guides for the buffer elements 3, 4, 6, 13 which prevent lateral displacement of same. 19 is a platform crossing the top side of the guideway for the buffer in front of the buffer. 20 indicates a fragment of a car which is about to come into contact with the buffer and 21 is a wheel of said car running on the railtrack.

The operation of the above described buffer construction is as follows: The impact of the rolling-stock which is indicated on the drawing by the car fragment 20 is taken up by the buffer. The beams or girders 2 connected to the sliding members 3, 4 loaded by rails 11 carrying part of the rolling stock preventing any tilting movement. The impact of the rolling-stock on the buffer 1 tends to displace the butter with the effect that members 3 and 4 firmly connected to the buffer make a sliding movement on the bed 17 the members 3, 4 being firmly connected with each other by the beams 2 and the strips 5. The member 4 produces forward pressure on sleepers 6 and cross-bars 7 which in this way raise the frictional resistance of the buffer construction and at the same time are tightly pressed together sti'ening in this way the whole buffer construction. The movement of buffer element 4 is communicated to bars 12 with lateral extensions 15. These lateral extensions come successively into abutment with sleepers 13 so that sleepers 13 are successively coupled with member 4 of the buffer and in this way the frictional resistance is successively raised. During the whole displacing movement of the elements of the buffer the proper distance of the rails from each other and from the beams 2 is secured by the guiding members 8, 9, 10 fixed on cross-bars 7. The platform 19 which under normal conditions where the buffer is inoperative is opened to traffic, is displaced when the buffer is pushed forward by the rolling-stock adding in this way to the buffer resistance.

In the embodiment of the invention' represented in Figs. 7 to 10 the bu'er proper is again designated with the numeral 1. In this instance the buffer is connected directly to a rail supporting member 22 without interposition of beams or girders. The buffer and rail supporting member 22 is in the same way as in the case of the embodiment represented in Figs. 1 to 6 arranged slidably on a bed 23 forming the bottom of a trough-like guide-way.. 24 are sleepers connected with each other and with the buffer support 22 by knee-levers 25. The rails resting on buffer supporting member 22 and sleepers 24 are designated 26. 27 are rails provided in the bed 23 adapted to coperate with rollers 28 of some of the sleepers 24. 29 designates a platform in front of the buffer.

The operation of the buffer construction shown in Figs. 7 to 10 is obvious from the description of operation of the construction shown in Figs. l to 6. The impact of the rolling-stock is again taken up lby the buffer, the kinetic energy of the rolling-stock being consumed by the friction between sliding member 22 and sleepers 24 on the one hand and the surface of the bed 23 on the other hand. The frictional resistance is again successively raised, the knee-levers 25 bringing successively sleepers 24 in operative connection with the sliding buffer support 22 as is easily understood from the drawings. The knee-levers are arranged so as not to allow complete straightening so that after each operation of the buffer the buffer elements may be brought back to their inoperative position by simply re-drawing the buffer toward its initial position. Undue raising of the friction is prevented by the provision of rollers 28 in connection with some of the sleepers 24.

Having now particularly described and ascertained the nature of my invention and in what manner the same is to be performed I declare that what I claim is:

1. A railroad-buffer construction comprising a buffer proper, rails, and a rail supporting member arranged slidably on a bed below said rails and firmly connected with said buffer proper.

2. A railroad-buffer construction comprising a bu'er proper, rails, a plurality of rail supporting members in loose connection with each other and arranged slidably on a bed below said rails one of said members firmly connected with said buffer proper.

3. A railroad-buffer construction comprising a buffer proper, rails, a plurality of rail supporting members arranged slidably on a bed below said rails one of said members firmly connected with said buffer proper,

and coupling means adapted to successively bring consecutive rail supporting members in operative connection with the buffer proper.

4. A railroad-buffer construction comprising a buffer proper, rails, a plurality of rail supporting members arranged slidably on a bed below said rails one of said members firmly connected with said buffer proper, and links connecting the several rail supporting members with each other.

5. A railroad-buffer construction comprising a buffer proper, rails, a plurality of rail supporting members arranged slidably ona bed below said rails one of said members firmly connected with said buffer proper, and a bar substantially parallel to the rails connected to the rail supporting member which is firmly connected to the buffer proper, said bar crossing a plurality of slidable rail supporting members and adapted to control the sliding movement of same.

6. A railroad-buffer construction comprising a buffer proper, rails, a plurality of rail supporting members arranged slidably on a bed below said rails one of said members firmly connected with said buffer proper, and a bar substantially parallel to the rails connected to the rail supporting member which is firmly connected to the buffer proper said bar crossing a plurality of slidable rail supporting members and provided with a series of lateral extensions increasing with the distance from the buffer proper, each extension adapted to abut against one of the slidable rail supporting members and to inoperatively pass the rail supporting members which are more remote from the buffer proper.

7. A railroad-buffer construction comprising a buffer proper, rails, a rail supporting member forming a support for the buffer proper, further rail supporting members coupling means adapted to connect said further rail supporting members with said buffer support all said rail supporting memers arranged slidably on a bed below said rails and at least a part of same provided with means adapted to diminish the friction of said bed.

8. A railroad-buffer construction comprisconnection with said buffer proper and likewise slidably arranged on said bed: lO. A railroad-buffer construction/Comprsing a buffer proper, rails, tir/mil Sup- 'porting member-s arranged apart from each 0th1,-Slidably on a bed below said rails, a

or girder co .'-eetion between said two rail supporting members and said buffer proper, p strong strip connection between Sai Mo rail supporting members and other pi supporting members between said two members firmly connected to said buffer proper the intermediate rail supporting members out of rm connection with said buffer proper and likewise slidably arranged on said bed.

l1. In connection with a railroad-buffer construction comprising a buffer proper, rails, and a rail sup orting member firmly connected to said bu er a guide-way for said rail supporting member having a supporting bed below said rails and lateral guiding surfaces for said rail and bufer supporting member.

12. In connection with a railroad-buffer construction comprising a buier proper, rails, and a rail supporting member irmly connected to said buier a supporting bed for said rail supporting member arranged blOW Said rai1s`and a platform arranged abOYe the rails in front of the buffer.

13. A railroad buer for rolling stock comprising in combination a buffer roper, rails for said rollin stock, a plurality of rail supporting mem ers beneath said rails, means for connecting said buffer to said supporting members, the resistance of which varies with the Weight of the rolling stock on said rails.

In testimony whereof I have signed this specification in the presence of two subscribing Witnesses.

FRANZ RAWIE.

Witnesses H. UEFFLICH,

HERM. MEINERL.

Copies of this patent may be obtained for ve cents each, by addressing the Commissioner of Patents, Washington, D. C. 

